Flight control system

ABSTRACT

A flight control system to regulate an engine throttle and elevator of a model flight vehicle by an operator positioned external to and remote from the vehicle. A linkage mechanism positioned within the flight vehicle provides independent operation of the vehicles&#39;&#39; elevator and throttle through a plurality of relatively rotational and linearly translatable levers. Elevator and throttle control cables connect the linkage mechanism to an outboard controller held by the operator. Independent movement of elevator and throttle control rods is achieved through rotation of the controller housing about a particular axis which activates one or both of the control members within the flight vehicle.

United States Patent Troxell [54] FLIGHT CONTROL SYSTEM Harold M. Troxell, 292 Gledwood Ave., Burlington, NJ. 08016 221 Filed: Feb. 5, 1971 211 Appl.No.:112,909

[72] Inventor:

Primary ExaminerLouis G. Mancene Assistant Examiner-Robert F. Cutting Attorney-Paul Maleson [57] ABSTRACT A flight control system to regulate an engine throttle and elevator of a model flight vehicle by an operator positioned external to and remote from the vehicle. A linkage mechanism positioned within the flight vehicle provides independent operation of the vehicles elevator and throttle through a plurality of relatively rotational and linearly translatable levers. Elevator and throttle control cables connect the linkage mechanism to an outboard controller held by the operator. Independent movement of elevator and throttle control rods is achieved through rotation of the controller housing about a particular axis which activates one or both of the control members within the flight vehicle.

10 Claims, 7 Drawing Figures FLIGHT CONTROL SYSTEM BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to the field of flight control systems for model flight vehicles. In particular this invention pertains to external and remote regulation of the throttle and elevator of a model airplane. More in particular, this invention relates to the field of controlling a model airplanes elevator and throttle independently by rotation of a hand held outboard controlling mechanism within a particular plane of motion.

2. Prior Art Flight control systems for regulating engine throttle and elevator rotation of model airplanes are known. However, many of the prior art flight control systems include two sets of controls for the elevator and throttle regulation. In these systems, the operator must hold, coordinate and control two outboard control mechanisms which causes much difficulty.

In some prior art flight control systems, one outboard control mechanism controls both the airplane elevator and engine throttle. However, such systems rely on a rotation and finger actuation of the mechanism for a particular control. This type of control is complex in both structure and manipulative control by the operator. In none of the prior art found is there regulation of the airplane controls through a predetermined rotation plane actuation of an outboard controller.

Other prior art has provided linkage mechanisms positioned within the model airplane directly linked to the throttle and elevator. However, many of these linkage mechanisms include rotating cam actions for control. In addition, much prior art provides complex rotative members combined with specific linkage mechanisms to regulate airplane controls. In none of the prior art found has there been shown a non-com plex linkage mechanism relative rotation and airplane control.

SUMMARY OF THE INVENTION A flight control system for regulation of an engine throttle and elevator control .of an engine driven flight vehicle. A linkage mechanism is positioned within and rotatably secured to the flight vehicle. The mechanism includes a plurality of moveable levers for independent actuation of the elevator control and the enginer throttle. A flight control mechanism is connected to the linkage mechanism levers and positioned external to the flight vehicle. The flight control mechanism has a longitudinal dimension and is rotatable in a plane normal to this direction for responsive motion of the engine throttle. The flight control mechanism is also rotatable in a plane substantially coincident with the longitudinal direction for regulation of the elevator control. a

An object of the present invention is to provide a flight control system in which remote regulation of airplane controls may be accomplished through an appropriate rotation plane of an outboard controller held by an operator. Another object of the present invention is to provide independent actuation of elevator and throttle controls on a model airplane by a remotely located operator through one hand held unit and by-a rotative wrist action motion.

A still further object of this invention is to provide a flight control system for a model airplane whereby the speed of the vehicle as well as its elevation may be controlled by an operator.

An additional object of this invention is to provide an improved flight control system for model airplanes having a simplified construction, ease of installation, and relative low cost to manufacture.

For further comprehension of the invention, and of the objects and advantages thereof, reference will be drawn to the following description and accompanying drawings as well as the appended claims in which the various novel features of the invention are more particularly set forth.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a top view of a model airplane partially in section showing the onboard flight system control linkage and connections to elevator and engine throttle;

FIG. 2 is a top view of the flight system control linkage;

FIG. 3 is a front sectional view of the control linkage taken along the section line 3-3 of FIG. 2;

FIG. 4 is a top view partially in section of an embodiment of the invention showing the linkage mechanism placed partially external to the model airplane;

FIG. 5 is a perspective illustration of an outboard controller showing connecting control cables directed to the flight system control linkage;

FIG. 6 is a top view partially in section of the outboard controller; and,

FIG. 7 is an elevational section view of the outboard controller taken along the section line 77 of FIG. 6.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIGS. 1, 2, 5 and 7 there is shown a flight control system for regulation of an engine throttle 12a, elevator 15, and flight contour of an engine driven flight vehicle or model airplane 10. Control or linkage mechanism 20a positioned within flight vehicle 10, as shown in FIG. 1, is force actuated to provide specific relative rotation of various levers comprising mechanism 20a. This rotative motion linearly translates throttle control rod 29 and elevator control rod 28 thereby forcing a predetermined motion of throttle 12a of motor or engine 12 as well as an independent but controllable rotation of elevator 15. OUtboard controller or flight control mechanism 100, as shown in FIGS. 5 and 7, is positioned external to and remote from flight vehicle 10 and is held by an operator to control the proper flight contour and maneuvers of model airplane 10. In general, flight control mechanism is longitudinally directed and is rotatable in a plane nor mal to the longitudinal direction for a responsive motion of throttle 12a. In addition mechanism 100 may be rotated in a plane substantially coincident with the longitudinal direction to control elevator 15 response. Therefore, as will be described in the following paragraphs, outboard controller 100 may be rotated in mutually perpendicular planes to permit individual and independent control of throttle 12a and elevator 15 of flight vehicle 10 through control mechanism or inboard controller 20a.

Inboard controller or control mechanism 20a, as detailed in FIGS. 2 and 3, promotes the transfer of an input rotational motion to a' corresponding substantially linear translation of elevator control rod 28 and throttle control rod 29 in a predetermined displacement as provided by the remote angular rotation of flight control mechanism 100. T-shaped link or elevator control lever 21 essentially defines an extended bar whose length is coincident with the center line of model I airplane fuselage a when no torques are applied from control cables 33, 34 and 35. In addition, an arm is secured to and formed substantially normal to the center line bar in a unitary plane formation. As shown, control lever 21 has a first and second opposing end located along the center line and is pivoted to flight vehicle 10 through wood or fuselage screw 23 which is imbedded on a lower portion of fuselage 10a. The pivoting point of lever 21 is intermediate the opposing ends of the bar and provides for free rotation of link 21 with respect to fuselage 10a in a plane coincident with respect to the flight contour.

T-shaped link, throttle lever, or bell crank 25 is similar in construction to but smaller than control lever 21 and is pivoted to the second end of link 21 as shown in FIG. 2. Throttle lever 25 includes an arm rigidly secured to and substantially normal to a bar passing in a direction coincident with the center line of airplane 10 in the manner of link 21. Bell crank 25 is pivoted to lever 21 to an intermediate point between the first and second end of the bar extension. Throttle lever 25 has a rotationally displacement independent of the angular translation of lever 21 and is moveably connected thereto through pivot pin 26 as shown in FIG. 3. Therefore, bell crank 25 may be rotationally translated with respect to fuselage 10a as well as control lever 21 and is independently moveable therefrom.

Throttle arm or elongated link 22 is rotationally pivoted about fuselage screw 23 at the pivot point of lever 21. In the preferred embodiment, throttle arm 22 rests on an upper surface of elevator control lever 21 and is rotationally moveable with respect thereto. Tie link or link coupling rod 27 is slideably insertable within the arm of throttle lever 25 and throttle arm 22 as shown. In this manner, a rotation of bell crank 25 about pivot pin 26 will force a substantially linear translation of tie link 27 yielding a corresponding rotational force on and angular displacement of elongated link 22 about wood or fuselage screw 23. Throttle arm 22 actuation and subsequent angular displacement is independent of any rotation of control lever 21 but is rotated as a function of the angular displacement applied to throttle lever 25.

Control of elevator is provided through elevator control rod 28 is attached on opposing ends to control lever 21 and elevator boss or attachment 14 secured to elevator 15. Elevator control cable 35 is rotationably attached to the first end of lever 21 to initiate the necessary rotative torque. Cable 35 is attached remotely to outboard control 100 whose rotation initiates a translation of cable 35. Tension stress applied to lever 21 through control cable 35 forces a rotational pivoting of link 21 about pivot fastener 23 and a corresponding linear displacement of elevator control rod 28. Any linear displacement of rod 28 forces a rotation of elevator 15 about a hinge line as shown in FIG. 1. Such rotation of elevator 15 causes flight vehicle 10 to either gain or lose altitutde dependent on the direction of linear translation imposed to control rod 28. Throttle bell crank 25 has throttle control cables 33 and 34 secured to opposing ends thereof. Any change in the relative displacement of cable 33, 34 with respect to control mechanism 100 and flight vehicle 10 forces a rotation of throttle lever 25 in a corresponding angular direction. Angular displacement of lever 25 drives tie link 27 in a substantially linear translation and displacement which in turn rotates throttle arm 22. Throttle control rod 29 is rotatably secured to throttle arm 22 on one end thereof and attached to throttle 12a on an opposing end. Rotation of throttle arm 22 directs rod 29 into a substantially linear displacement and moves or controls the throttling of engine or motor 12 through attachment to throttle 12a. In this manner the operator may control the speed of flight vehicle 10 within the appropriate contour. In addition, the flight contour of model airplane 10 is maintained through the flexible restraint provided between connecting cables 33, 34, and 35 attached on one end to flight vehicle 10 and on an opposing end to outboard control 100.

Summarizing the inboard controller or control mechanism 20a, it is seen that throttle 12a and elevator 15 may be independently moved as a function of the rotation of control lever 21 or bell crank 25. Throttle 12a is regulated though relative displacements of cables 33 and 34 which rotate throttle lever 25. In a completely non-interacting mode of operation, displacement of elevator control cable 35 forces an independent rotation of lever 21 to regulate the angular rotation of elevator 15 through elevator rod 28.

Outboard controller or flight control mechanism 100 as detailed in FIGS. 5, 6, and 7 is remotely located with respect to flight vehicle 10 and connected thereto through throttle control cable 33, 34 and elevator control cable 35. During use, flight control mechanism 100 is manually held by an operator to control the speed, elevation, and flight contour of model airplane 10. As will be shown in the following paragraphs, rotation of mechanism 100 in a plane normal to the longitudinal direction controls the throttle 12a and corresponding speed of vehicle 10. A rotation of mechanism 100 in a plane substantially coincident with the longitudinal direction achieves elevation control of airplane 10.

Mechanism 100 comprises tubular housing or handle 50 having a longitudinal dimension attached on opposing ends to upper casing or pulley housing and lower end or adjustable cap 70. Longitudinal tubular housing of handle 50 includes a through opening within which central shaft 61 is free to rotate. Upper casing or pulley housing 60 is independently rotatable with respect to handle 50 in a plane normal to the longitudinal direction as defined by housing 60 in FIGS. 5 and 7.

Pulley 52 is formed in one piece construction with, or rigidly secured to handle 50 and is positioned within upper casing or pulley housing 60. Rotation of handle or housing 50 in a plane normal screw the longitudinal direction therefore directs a cooperative rotation of pulley 52. Pulley groove 52a as shown in FIG. 7, is formed within the circumference of pulley 52 providing a track therein. Throttle cables 33, 34 are attached through eyelets to cable 54 which is guided into mechanism through cable guides 55a, 55b and surrounds pulley 52 within track or groove 52a. Cable 54 is rigidly secured to pulley 52 through cable clamp 56 which extends adjacent the upper surface of pulley 52 and along the lateral wall thereof. Tightening screw 57 passes through cable clamp 56 within slot 56a as shown in FIGS. 6 and 7 to provide adjustable tightening of cable 54 to pulley 52.

As handle 50 is rotated, pulley 52 is correspondingly angularly displaced and cable 54 which is secured to pulley 52 is rotated in like manner. Cable 54 passing through cable guides 55a and 55b of pulley housing 60 therefore provide a relative displacement between throttle control cables 33 and 34. This relative displacement of throttle control cables provides an angular displacement of lever 25 causing rotation of throttle arm 22, linear displacement of throttle rod 29, and finally regulation of throttle 12a. The aforementioned elements and operation defines the throttle control cable rotation mechanism within upper casing 60 of controller 100 for regulating relative lengths of throttle control cable 33 and 34 by a rotation of handle or tubular housing 50 in a plane substantially normal to the defined longitudinal direction. Adjustment means is shown in FIG. 5 where access holes 580 and 58b are located above and adjacent to tightening screw 57. Holes 58a and 58b pass through upper casing surface 60a for ease of adjusting the tightening of cable clamp 56 to pulley 52.

An independent rotation mechanism within controller 100 is provided by central shaft 61 passing through handle or tubular housing 50 and having a longitudinal handle clearance 50a for independent rotation of housing 50 with respect to central shaft 61. As is seen in FIG. 7 central shaft 61 has flange 62 formed on an upper surface thereof and is rigidly secured to pulley housing upper cover 60a through a plurality of screws 63. Shaft 61 passes through pulley 52 adjacent with bushing 53 and rotatable with respect thereto. At a lower portion of central shaft 61, it is seen from FIG. 7 that recess 71 is provided in adjustable cap or lower end 70 to provide a moveable track within which shaft 61 may be rotated to some extent.

Threaded shaft 75 passes horizontally through cap slot 700, and threadedly engages central shaft 61. Screw 74 passes through cap slot 70b for attachment of adjustable cap 70 to housing handle 50. Elevator control cable 35 is attached to eyelet 75a forming an end portion of threaded shaft 75. In this manner, there is provided independent rotation mechanism of between elevator control cable 35 and throttle control cables 33 and 34. When handle or tubular housing 50 is rotated in a plane substantially coincident with the longitudinal direction defined by tubular housing 50 it is seen that a corresponding tension force is applied to control lever 21 which forces a rotation about pivoting screw 23. Rotation of control lever 21 in the manner described, provides for linear translation of elevator control rod 28 and corresponding rotation of elevator of flight vehicle 10.

In summary, the flight control system described herein regulates engine throttle 12a, and elevator 15 and the flight contour of an engine driven flight vehicle 10. The system provides for linkage mechanism a positioned within and rotatably secured to flight vehicle 10 as well as flight control mechanism 100 connected external to and remotely positioned from model airplane 10 and connected control mechanism 20a. Control mechanism 200 provides a plurality of moveable levers 21, 25, and 22 to provide independent actuation of throttle 12a and elevator 15. Flight control mechanism having a longitudinal dimension is rotatable in a plane normal to the longitudinal direction and in a plane substantially coincident to the longitudinal direction for responsive motion of throttle 12a and elevator 15 respectively.

An embodiment of the invention is shown in FIG. 4 wherein flight control mechanism 10 is identical in nature to that mechanism described previously. However, control mechanism 20b is now shown to be incorporated external to fuselage 10a as well as having portions remaining therein. As shown, large T-shaped link 21 is rotatably secured to fuselage 10a through pivoting fastener 23 as was described in the preferred embodiment. Displacement of elevator control cable 35 provides a rotational torque to and displacement of control lever 21 which in turn linearly translates elevator control rod 28, thereby regulating the rotation of elevator 15 and the elevation of flight vehicle 10.

Connecting wire 32 rotatably fastened to the second end of control lever 21, passes to the pivot point 26 of throttle lever 25'. Wire 32 is rotatably fastened to both control lever 21 and bell crank 25 in the manner shown in FIG. 4. Throttle lever 25' is pivoted about pivot pin 26 to elongated link 24a which is fastened to the lower wing side 10b of flight vehicle 10. Tie link 27 is rotatably secured to the normally extended arm of bell crank 25' and extended link arm 24b. Rotation of throttle lever 25' directs a corresponding displacement of elongated arm 24b which forces throttle rod 29' to linearly translate with respect to throttle 12a and regulate a vehicle speed control.

In the above manner, a relative displacement between throttle control cables 33, 34 provide necessary rotation to bell crank 25', link 24b, and linear translation of throttle control rod 29'. Link 24a is pivoted about wing fastening pivot 23 which is attached to lower wing side 10b.

From the foregoing discussion, it is seen that elevator control forcing control lever 21 in an angularly displaced direction also provides a compressive force on the extended arm of bell crank 25'. However, this motion merely forces a rotation of elongated link 24a about wing pivot 23 and does not provide any connection with the throttle control mechanism. Similar to the preferred embodiment, control of elevator 15 and throttle 12a is maintained in an independent mode of operation.

The scope of this invention is to be determined by the appended claims and not limited to the foregoing description and drawings which are illustrative.

What is claimed is:

1. A flight control system for regulation of an engine throttle and elevator control of an engine driven flight vehicle, comprising:

a. a linkage mechanism positioned within and rotatably secured to said flight vehicle, said mechanism having a plurality of moveable levers for independent actuation of said elevator control and said engine throttle; and,

b. flight control means operable by one hand of an operator, connected to said levers of said linkage mechanism and positioned external to said flight vehicle, said flight control means having a longitudinal dimension and rotatable in a plane normal to said longitudinal direction and in a plane substantially coincident with said longitudinal direction to provide responsive motion of said engine throttle and said elevator control respectively, said rotation in said normal plane to provide said throttle motion inducing no elevator control motion, whereby elevator control is independent of throttle control.

2. The flight control system as recited in claim I wherein said linkage mechanism includes:

a. an elevator control lever being an extended bar having an arm rigidly secured to and substantially normal to said bar, in unitary plane formation said bar having first and second opposing ends and pivoted to said flight vehicle intermediate said opposing ends;

b. elevator lever rotation means connected to said first end of said extended bar and said flight control means on opposing ends thereof, said elevator lever rotation means for rotationally pivoting said elevator control lever responsive to movement of said flight control means in said plane substantially coincident with said longitudinal direction; and,

c. elevator actuation means connected to said normally extended arm and said elevator on opposing ends thereof, said elevator actuation means for rotating said elevator in a plane normal to a radius of curvature of the flight contour of said flight vehicle.

3. The flight control system as recited in claim 2 wherein said elevator lever rotation means includes a flexible cable line rotatably secured at an initial end to said first end of said extended bar of said elevator control lever, said flexible cable line being rotatably secured to said flight control means at a final end remote from an external to said flight vehicle.

4. The flight control system as recited in claim 2 wherein said elevator actuation means includes an elongated rod rotatably connected on opposing ends thereof to said normally extended arm and said elevator.

5. The flight control system as recited in claim 2 wherein said linkage mechanism includes:

a. a throttle lever being an extended bar having an arm rigidly secured to and substantially normal to said bar in unitary plane formation, said bar having first and second opposing ends and intermediately pivoted to said elevator control lever bar on said second end thereof;

b. a throttle arm rotationally secured to said flight vehicle, said throttle arm being connected to and rotationally moveable with respect to a corresponding rotation of said throttle lever; and,

. a rod member connected on opposing ends thereof to said throttle and said throttle arm, said rod member to linearly translate responsive to said rotation of said throttle arm.

6. The flight control system as recited in claim 5 including means for throttle lever rotation for rotation of said throttle arm and linear translation of said rod mem r, said means for throttle lever rotation being a pair of flexible cable lines rotatably secured to said first and second ends of said extended bar of said throttle lever, said pair of flexible cable lines further being rotatably secured to said flight control means remote from and external to said flight vehicle.

7. The flight control system as recited in claim 1 wherein said flight control means includes:

a. a tubular housing having a longitudinal dimension,

said housing having an upper casing for securement therein of a palr of throttle control cables and a lower end for securement of an elevator control cable, said cables connected on remote ends to said lever of said linkage mechanism within said flight vehicle;

b. throttle cable rotation means within said upper casing of said tubular housing for controlling relative lengths of said throttle control cables by rotating said tubular housing in said plane substantially normal to said longitudinal direction; and,

0. independent rotation means within said housing for permitting said throttle cable rotation independent of said elevator control cable actuation.

8. The flight control system as recited in claim 7 wherein said throttle cable rotation means includes a pulley rigidly secured to said tubular housing within said upper casing and cooperatively rotatable with said tubular housing in said plane normal to said longitudinal direction, said throttle control cables extending circumferential to said pulley sand fastened thereto.

9. The flight control system as recited in claim 7 wherein said upper casing of said tubular housing is independently rotatable with respect to said lower end of said tubular housing.

10. The flight control system as recited in claim 7 wherein said independent rotation means includes:

a. a central shaft extended in said longitudinal direction within said tubular housing and rotationally moveable with respect thereto, said central shaft passing through a longitudinal opening formed in said throttle cable rotation means and rotationally moveable with respect thereto; and,

b. means for rigidly securing said central shaft to said upper casing of said tubular housing for cooperative rotation between said upper casing of said housing and said central shaft. 

1. A flight control system for regulation of an engine throttle and elevator control of an engine driven flight vehicle, comprising: a. a linkage mechanism positioned within and rotatably secured to said flight vehicle, said mechanism having a plurality of moveable levers for independent actuation of said elevator control and said engine throttle; and, b. flight control means operable by one hand of an operator, connected to said levers of said linkage mechanism and positioned external to said flight vehicle, said flight control means having a longitudinal dimension and rotatable in a plane normal to said longitudinal direction and in a plane substantially coincident with said longitudinal direction to provide responsive motion of said engine throttle and said elevator control respectively, said rotation in said normal plane to provide said throttle motion inducing no elevator control motion, whereby elevator control is independent of throttle control.
 2. The flight control system as recited in claim 1 wherein said linkage mechanism includes: a. an elevator control lever being an extended bar having an arm rigidly secured to and substantially normal to said bar, in unitary plane formation said bar having first and second opposing ends and pivoted to said flight vehicle intermediate said opposing ends; b. elevator lever rotation means connected to said first end of said extended bar and said flight control means on opposing ends thereof, said elevator lever rotation means for rotationally pivoting said elevator control lever responsive to movement of said flight control means in said plane substantially coincident with said longitudinal direction; and, c. elevator actuation means connected to said normally extended arm and said elevator on opposing ends thereof, said elevator actuation means for rotating said elevator in a plane normal to a radius of curvature of the flight contour of said flight vehicle.
 3. The flight control system as recited in claim 2 wherein said elevator lever rotation means includes a flexible cable line rotatably secured at an initial end to said first end of said extended bar of said elevator control lever, said flexible cable line being rotatably secured to said flight control means at a final end remote from an external to said flight vehicle.
 4. The flight control system as recited in claim 2 wherein said elevator actuation means includes an elongated rod rotatably connected on opposing ends thereof to said normally extended arm and said elevator.
 5. The flight control system as recited in claim 2 wherein said linkage mechanism includes: a. a throttle lever being an extended bar having an arm rigidly secured to and substantially normal to said bar in unitary plane formation, said bar having first and second opposing ends and intermediately pivoted to said elevator control lever bar on said second end thereof; b. a throttle arm rotationally secured to said flight vehicle, said throttle arm being connected to and rotationally moveable with respect to a corresponding rotation of said throttLe lever; and, c. a rod member connected on opposing ends thereof to said throttle and said throttle arm, said rod member to linearly translate responsive to said rotation of said throttle arm.
 6. The flight control system as recited in claim 5 including means for throttle lever rotation for rotation of said throttle arm and linear translation of said rod member, said means for throttle lever rotation being a pair of flexible cable lines rotatably secured to said first and second ends of said extended bar of said throttle lever, said pair of flexible cable lines further being rotatably secured to said flight control means remote from and external to said flight vehicle.
 7. The flight control system as recited in claim 1 wherein said flight control means includes: a. a tubular housing having a longitudinal dimension, said housing having an upper casing for securement therein of a paIr of throttle control cables and a lower end for securement of an elevator control cable, said cables connected on remote ends to said lever of said linkage mechanism within said flight vehicle; b. throttle cable rotation means within said upper casing of said tubular housing for controlling relative lengths of said throttle control cables by rotating said tubular housing in said plane substantially normal to said longitudinal direction; and, c. independent rotation means within said housing for permitting said throttle cable rotation independent of said elevator control cable actuation.
 8. The flight control system as recited in claim 7 wherein said throttle cable rotation means includes a pulley rigidly secured to said tubular housing within said upper casing and cooperatively rotatable with said tubular housing in said plane normal to said longitudinal direction, said throttle control cables extending circumferential to said pulley sand fastened thereto.
 9. The flight control system as recited in claim 7 wherein said upper casing of said tubular housing is independently rotatable with respect to said lower end of said tubular housing.
 10. The flight control system as recited in claim 7 wherein said independent rotation means includes: a. a central shaft extended in said longitudinal direction within said tubular housing and rotationally moveable with respect thereto, said central shaft passing through a longitudinal opening formed in said throttle cable rotation means and rotationally moveable with respect thereto; and, b. means for rigidly securing said central shaft to said upper casing of said tubular housing for cooperative rotation between said upper casing of said housing and said central shaft. 